A method for automatically generating different types of tunnel construction clearance

Abstract

The application discloses a kind of different types tunnel construction clearance automatic generation method, step (1), establish standard database, tunnel road grade, design speed, lane number and left side maintenance road width, right side maintenance road width, left side lateral width, right side lateral width, driving lane width, residual value one-to-one corresponding storage;Step (2), obtain the tunnel road grade, design speed, lane number input by user, and generate standard construction clearance basic parameters by matching with standard database;Step (3), receive the individualized parameter input by user, including left side widening value, right side widening value, emergency parking width, emergency parking lane cross slope value, maintenance road height;Step (4), set reference point three-dimensional coordinates, based on basic parameters and individualized parameters, the three-dimensional coordinates of each feature point of construction clearance are calculated by trigonometric function;Step (5), according to the feature point coordinates, tunnel construction clearance graphics are automatically drawn and layer, line type and color identification are completed, and the automation and intelligent level of tunnel engineering design is significantly improved.

Description

Technical Field

[0001] This invention relates to the field of underground engineering technology, and in particular to an automatic method for generating clearance gauges for different types of tunnels. Background Technology

[0002] Tunnel construction clearance is the limited space required to ensure vehicle traffic and pedestrian passage within a highway tunnel. Determining the dimensions and form of the construction clearance is one of the most fundamental and core tasks in tunnel engineering design. During the design process, it is required that other structures within the tunnel not encroach upon the construction clearance and that a certain amount of space be reserved between them and the tunnel's overall outline.

[0003] On the one hand, as the demand for road functions continues to increase, the styles of building clearances are becoming more and more diversified. For example, building clearances may adopt non-standard cross-sections, local widening, adjustment of superelevation rotation point positions, and unbalanced lanes. The humanized design of building clearances is increasingly valued. On the other hand, during the completion and acceptance of tunnels, the positional relationship between the inner contour and the building clearance is checked to verify whether the distance between the inner contour and the building clearance meets the requirements of the allowance. The inner contour of the tunnel is determined by precast steel membranes, and construction is carried out using the principle of "straight instead of curved". For straight sections and curved sections, the building clearance of the same project is consistent, and the relationship between the two is certain. However, for transitional curved sections, the slope of the building clearance is constantly changing. How to subdivide the slope of the building clearance will be a complicated and inefficient task.

[0004] Currently, tunnel construction is primarily done manually, drawing each section according to different road grades, design speeds, lane numbers, and width extension information, and according to varying gradient requirements. This is accomplished through operations such as offsetting, rotating, splicing, and merging line segments. This method is inefficient, results in numerous auxiliary lines, leads to a cluttered appearance, and is prone to errors. Furthermore, for curved or straight tunnel clearance sections, while the clearance gradient is relatively fixed, at least 18 different forms of clearance are generally required for the main tunnel clearance and the width extension clearance. For tunnel clearance sections with gentle curves, the more clearance sections drawn, the more accurate the positional relationship between the inner contour and the clearance, and the more accurate the quantity calculations will be.

[0005] The large amount of tedious work not only significantly reduces work efficiency, but manual drawing is also prone to errors. In addition, as the design scheme is optimized, the requirements for tunnel construction clearance will also change, and manual drawing is not capable of handling this part of the workload quickly and efficiently. Summary of the Invention

[0006] To address the shortcomings of existing technologies, the purpose of this invention is to provide an automatic method for generating clearance gauges for different types of tunnels.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solution: Embodiments of the present invention provide an automatic generation method for the structural clearance of different types of tunnels, comprising the following steps: Step (1): Establish a standard database and store the tunnel road grade, design speed, number of lanes and the width of the left maintenance lane, the width of the right maintenance lane, the left lateral width, the right lateral width, the driving lane width, and the excess width values ​​one by one. Step (2): Obtain the tunnel road grade, design speed, and number of lanes input by the user, match them with the standard database, and generate standard building clearance foundation parameters; Step (3): Receive personalized parameters input by the user, including left-side widening value, right-side widening value, emergency parking lane width, emergency parking lane cross slope value, maintenance lane height, and longitudinal design line position. Step (4): Set the three-dimensional coordinates of the reference point. Based on the basic parameters and personalized parameters, calculate the three-dimensional coordinates of each feature point of the building boundary using trigonometric functions. Step (5): Automatically draw the tunnel construction boundary graphic based on the coordinates of each feature point and complete the layer, line type and color marking.

[0008] Furthermore, step (2) also includes a parameter verification step: comparing the user-input tunnel road grade, design speed, and number of lanes with the standard database specification thresholds, and automatically issuing a warning if the specifications are not met.

[0009] Furthermore, in step (3), the position of the building clearance superelevation rotation point and the longitudinal design line is automatically adjusted according to the left-side widening value, supporting the input of non-standard width building clearance parameters.

[0010] Furthermore, step (3) also supports inputting the initial value and final value of the road cross slope and the number of building clearances generated, and automatically calculates the gradient variation value of the multi-slope building clearances.

[0011] Furthermore, the cross slope direction of the emergency parking lane is automatically determined based on the road cross slope value to avoid road water accumulation.

[0012] Furthermore, it supports inputting the number of unbalanced lanes and automatically generates the tunnel construction clearance corresponding to the number of unbalanced lanes.

[0013] Furthermore, in step (4), at least four auxiliary calculation points are introduced to accurately calculate the coordinates of each feature point of the building boundary after the road cross slope deflection using trigonometric function formulas.

[0014] Furthermore, after inputting parameters once, the main tunnel construction clearance is automatically generated and output synchronously, and the emergency parking lane construction clearance is automatically generated based on the number of lanes.

[0015] Furthermore, it supports the generation of single-slope and multi-slope tunnel construction clearances, and can generate an unlimited number of construction clearance cross-sections with different slopes. It automatically generates circles of a specific radius at the outer corners of the main tunnel construction clearance and the emergency parking lane construction clearance to control the allowance between the construction clearance and the inner contour.

[0016] Furthermore, the automatically drawn building clearance graphics are assigned to dedicated layers, using different line types and colors to distinguish the main tunnel, emergency parking lane, and maintenance road areas.

[0017] The beneficial effects of this invention are as follows: This invention proposes an automatic method for generating construction clearance for different types of tunnels. Through the coordinated operation of a standard database module, a parameter input and verification module, a personalized customization module, a coordinate calculation module, and an automatic drawing module, it achieves automatic matching of standard data based on core parameters such as road grade, design speed, and number of lanes. It supports complex requirements such as widening on the left and right sides, adaptive adjustment of superelevation rotation points, unbalanced lanes, and gradual gradient of multiple slopes in transition curves, and finally generates a closed shape of construction clearance with high precision. This method addresses long-standing technical pain points such as low efficiency, susceptibility to dimensional errors, cumbersome gradient subdivisions for transition curves, difficulty in quickly implementing non-standard cross-sections, and insufficient accuracy in inner contour verification. After establishing a standard database, designers only need to select different road grades, design speeds, and lane numbers to automatically generate basic design data under standard working conditions, significantly improving work efficiency. It also provides personalized input interfaces for left-side widening values, right-side widening values, and emergency parking lane cross slope values, and can automatically adjust the superelevation rotation point position based on the widening value, fully meeting diverse design needs. It supports configuration of the number of unbalanced lanes, expanding applicable scenarios; it can generate an unlimited number of gradient cross-sections, providing a reliable data foundation for high-precision verification of the building clearance and inner contour spacing of transition curves; it completely avoids drawing errors through precise calculation using three-dimensional coordinates; and it can output the main tunnel building clearance and emergency parking lane building clearance simultaneously with a single input, significantly improving efficiency compared to manual drawing, reducing the drawing error rate to zero, and significantly enhancing the automation and intelligence level of tunnel engineering design. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is a schematic diagram of the method steps of the present invention.

[0020] Figure 2 A diagram showing the location relationship between the building clearance positioning base points and the outline control points for the emergency parking lane.

[0021] Figure 3 The diagram showing the positional relationship of control points after introducing auxiliary point PT_6a.

[0022] Figure 4 This is a detailed calculation diagram of auxiliary point PT_6a when n < 0.

[0023] Figure 5 This is a large-scale diagram of the calculation of auxiliary point PT_6a when n>0.

[0024] Figure 6 The diagram showing the positional relationship of control points after the introduction of auxiliary point PT_9a.

[0025] Figure 7 This is a detailed calculation diagram of auxiliary point PT_9a when n < 0.

[0026] Figure 8 This is a large-scale diagram of the calculation of auxiliary point PT_9a when n>0.

[0027] Figure 9 The diagram showing the relationship between control points after introducing auxiliary points PT_7bm / PT_7bn.

[0028] Figure 10 This is a large-scale diagram showing the calculation of auxiliary points PT_7bm / PT_7bn when n>0.

[0029] Figure 11 This is a large-scale diagram of the calculation of point PT_7b when n>0.

[0030] Figure 12 This is a diagram showing the positional relationship of control points after introducing auxiliary points PT_7bm / PT_7bn.

[0031] Figure 13 The large-scale diagram of the calculation of auxiliary points PT_7bm / PT_7bn when n≥0.

[0032] Figure 14 This is a detailed diagram of the calculation of point PT_7b when n≥0.

[0033] Figure 15 Active building clearance diagrams are generated for high-altitude highways and Class I highways.

[0034] Figure 16 Generate building clearance diagrams for emergency parking lanes on highways and first-class highways.

[0035] Figure 17 Actively generate building clearance maps for other road grades.

[0036] Figure 18 Generate building clearance maps for emergency parking lanes on other road grades. Detailed Implementation

[0037] Example 1: In a typical embodiment of the present invention, an automatic method for generating clearance gauges for different types of tunnels is provided.

[0038] This embodiment addresses the actual production needs of the highway tunnel engineering survey and design industry, specifically resolving a series of technical pain points in the current tunnel construction clearance design process, including low efficiency of manual drawing, large amount of repetitive work, easy occurrence of dimensional errors, cumbersome subdivision of slope in transition curves, difficulty in quickly implementing non-standard cross-sections and unbalanced lanes, insufficient accuracy of inner contour verification data, and long design scheme iteration and modification cycles. (Refer to...) Figure 15 and Figure 16 This method comprehensively covers the generation of building clearance maps for expressways and first-class highways, and refers to... Figure 17 and Figure 18 It generates tunnel clearance maps for Class II, Class III, and Class IV highways, and is compatible with seven design speeds: 120km / h, 100km / h, 80km / h, 60km / h, 40km / h, 30km / h, and 20km / h. It supports various lane layouts, including two-lane, three-lane, four-lane, multi-lane, and unbalanced lanes on both sides. It can simultaneously generate tunnel clearance maps for straight sections, circular curves, and transition curves. It supports standard cross-sections, partial left-side widening, partial right-side widening, non-standard widened cross-sections, custom adjustment of superelevation rotation points, adaptive setting of emergency parking lane cross slopes, and gradual gradients across multiple slopes, among other personalized and complex design requirements. Ultimately, it achieves automatic matching of clearance parameters, automatic verification of compliance, high-precision calculation of feature point coordinates, fully automatic graphic drawing, and standardized output of layers and styles. This provides high-precision and highly reliable basic data support for tunnel contour inspection, quantity calculation, and final acceptance verification, comprehensively improving the digitalization, automation, and intelligence level of tunnel engineering design.

[0039] The core technical architecture of this embodiment consists of five core units: a standard database module, a parameter input and verification module, a personalized customization module, a coordinate calculation module, and an automatic drawing module. These modules are interconnected and logically linked, forming a complete, closed-loop, and scalable automatic generation system for tunnel construction clearances. Compared to the traditional method of relying on designers to manually perform line segment offsets, rotations, cuts, extensions, splices, and merges in CAD software, this embodiment fundamentally changes the construction clearance production mode. It transforms repetitive manual labor into automated system execution, converts experience-based and fragmented operations into standardized and streamlined processes, and transforms low-precision and error-prone manual calculations into high-precision, formulaic coordinate solutions. This significantly improves the consistency, accuracy, and delivery efficiency of design results, making it particularly suitable for engineering projects with high requirements for design accuracy and efficiency, such as large mountain highways, long tunnels, multi-tunnel tunnels, tourist roads, and urban tunnels.

[0040] Reference Figure 1 The specific steps are as follows: Step 1: Establish a database of tunnel construction clearance standards This step is the foundational support for the entire method. Its core objective is to construct a structured, standardized, and easily accessible database of tunnel construction clearance standard parameters based on currently effective national and industry mandatory standards such as the "Highway Engineering Technical Standards," "Highway Tunnel Design Specifications," and "Highway Route Design Specifications." This will completely replace the inefficient traditional method of manually flipping through specifications, looking up tables, and recording each item, ensuring the standardization and accuracy of basic parameters from the source.

[0041] During database construction, a three-level index structure is adopted for data organization and management. The first-level index is the tunnel road grade, including five categories: expressway, Class I highway, Class II highway, Class III highway, and Class IV highway. The second-level index is the design speed, matching the corresponding allowable speed range according to the road grade. Expressways allow 120km / h, 100km / h, and 80km / h; Class I highways allow 100km / h, 80km / h, and 60km / h; Class II highways allow 60km / h and 40km / h; Class III highways allow 40km / h and 30km / h; and Class IV highways allow 30km / h and 20km / h. The third-level index is the number of lanes, covering two-lane, three-lane, four-lane, and more lane combinations, and reserving an interface for unbalanced lane expansion.

[0042] The core parameters stored in the database include: walkway width (left side), walkway width (right side), lateral width (left side), lateral width (right side), lane width (lanewidth), and extra width (Yuwidth). These parameters are uniquely correlated with road grade, design speed, and number of lanes according to specifications, ensuring that any legal combination outputs a unique, accurate, and compliant set of basic parameters. Once built, the database is fixed, queryable, scalable, and maintainable. Designers do not need extensive knowledge of specifications; they can simply select the corresponding conditions through the interface to automatically retrieve standard parameters within milliseconds. This completely eliminates basic errors such as misreading values, incorrect units, and wrong item selection that may occur during manual table lookups, significantly improving the efficiency and reliability of the initial parameter preparation stage.

[0043] Meanwhile, this database also incorporates standardized boundary thresholds and logical constraints, such as the requirement that highways and first-class roads must not have a design speed lower than 60 km / h, and minimum lane width limits corresponding to different numbers of lanes. This provides underlying data support for subsequent parameter verification, enabling the entire system to have standardized self-verification capabilities and achieving the integration of standard data and verification rules.

[0044] Step 2: Obtain input parameters and perform compliance verification This step is crucial for ensuring the legality and compliance of the design results. It enables automatic matching, intelligent retrieval, and compliance judgment between user input parameters and standard databases, preventing non-compliant parameters from entering subsequent calculation stages.

[0045] The system first obtains three core control parameters input by the user: tunnel road grade, design speed, and number of lanes. Upon receiving these parameters, the system immediately initiates a standard database matching process, quickly searching using a three-level index. If the index exists, it automatically loads the corresponding basic design data, such as the width of the left and right maintenance lanes, the left lateral width, the right lateral width, the driving lane width, and the margin width. If the index combination is not within the permitted range of the specifications, the system directly triggers a verification and warning mechanism, refusing to generate parameters and clearly indicating the reason for the error to the user.

[0046] The standard verification mechanism in this step is real-time, explicit, and mandatory. For example, when a user selects the road class as expressway and the design speed as 40km / h, the system immediately pops up a message: "The minimum design speed for expressways is 60km / h. The current input does not comply with the standard. Please select a different design speed." When a user selects the road class as secondary highway but enters a design speed of 120km / h, the system prompts: "The upper limit for the design speed of secondary highways is 60km / h. The current input does not meet the standard requirements." Similarly, when the number of lanes does not match the road class or exceeds the maximum or minimum allowed number of lanes in the standard, a clear warning is given. Through this automatic verification mechanism, parameter violations caused by designer negligence, unfamiliarity with standards, or operational errors can be completely avoided. This ensures that all basic data entering the calculation process meets national and industry standards, improving the first-time pass rate of drawing review, construction drawing design, and final acceptance, and reducing a large amount of ineffective work such as rework, modification, and re-drawing due to non-compliance.

[0047] Compared with traditional manual verification methods, this step transforms the work that originally required checking each item, memorizing each item, and repeatedly consulting the specifications into something that the system can complete instantly, saving a lot of verification time. At the same time, it improves the verification coverage and accuracy, achieving verification as soon as input, early interception of errors, and full compliance of results.

[0048] Step 3: Input personalized parameters and achieve adaptive adjustment Based on standard parameters, this step addresses the diverse needs of actual engineering projects by providing a complete set of personalized parameter input interfaces. It supports special design requirements such as non-standard cross-sections, local widening, superelevation adjustment, emergency parking lane settings, custom cross slopes, and unbalanced lanes, ensuring that the system meets both standardization requirements and possesses high flexibility and applicability.

[0049] The customizable parameters that can be input include: left-side widening value (widthL), right-side widening value (widthR), emergency parking lane width (LaneR), emergency parking lane cross slope value (m), and maintenance walkway height (Walkwayheight). Furthermore, considering the continuous slope variation characteristic of transition curve sections, the system further supports inputting the initial and final values ​​of the road cross slope, as well as the number of building clearance sections generated. Based on the input values, the system automatically calculates the arithmetic progression values ​​of the slope under multiple slope conditions, achieving a smooth, uniform, and continuous transition of the building clearance slope in transition curve sections. This perfectly matches the tunnel construction principle of "straight lines instead of curves" and meets the high-precision verification requirements for the distance between the inner contour and the building clearance.

[0050] This step features three core adaptive functions: First, it enables automatic adjustment of the superelevation rotation point. Based on the user-input left-side widening value (widthL), the system automatically calculates and offsets the coordinates of the superelevation rotation point within the building clearance, allowing the rotation point to dynamically adjust with the widening value. This eliminates the need for manual positioning, movement, and correction, directly meeting the design requirements of non-standard cross-sections such as widening of tunnel curves, tunnel entrances, and tunnel interiors, significantly improving the efficiency of handling special cross-sections.

[0051] Secondly, the system can automatically determine the cross slope direction. Based on the positive or negative state of the road cross slope n, the system automatically determines the direction of the emergency parking lane cross slope m: when n < 0, m is automatically reversed; when n = 0, m is forced to be 0; when n > 0, m remains unchanged. Through adaptive matching of cross slope direction, the system ensures that the road surface drainage slope is reasonable and the water flow direction is correct, avoiding safety hazards such as water accumulation, seepage, and icing in the tunnel from the design source, and improving operational safety.

[0052] Finally, for special scenarios such as tourist highways, mountain roads, and single-tube tunnels with opposite traffic, the system breaks through the traditional two-way symmetrical lane restrictions, allowing users to input the number of unbalanced lanes on the left and right sides. It automatically redistributes the driving lane width, lateral width, and maintenance lane position according to the difference in the number of lanes, and generates asymmetrical building clearances to meet special traffic organization needs and expand the scope of application of the method.

[0053] Through the aforementioned personalization and adaptive capabilities, this embodiment can simultaneously meet the design requirements of standard and special projects, conventional and complex road sections, and simple and irregular cross-sections, truly achieving "one system, applicable to all scenarios".

[0054] Step 4: Set the reference point and calculate the three-dimensional coordinates of the building clearance feature points. This step is the core calculation process for achieving high-precision automatic drawing. By introducing three-dimensional reference points, auxiliary calculation points, and standardized trigonometric function formulas, the coordinates of all boundary feature points are accurately solved, providing unique, accurate, and reproducible coordinate data for subsequent automatic drawing.

[0055] The system uses the user-specified reference point PT_original(x, y, z) as the origin for full-section calculation. In 2D CAD drawing mode, the z-coordinate is set to 0 by default, while in 3D design mode, the actual elevation can be input, achieving compatibility and unification between 2D and 3D design. After the basic parameters and personalized parameters are determined, the system calculates the left foundation point, right foundation point, maintenance road control point, excess width control point, and top clearance point in sequence according to the mathematical model in the handover document. It also introduces four auxiliary calculation points PT_6a, PT_7a, PT_9a, and PT_8a, and solves the precise offset after cross slope deflection by solving simultaneous equations using trigonometric functions, ensuring that the building clearance remains accurate in size, closed in outline, and correct in angle under any cross slope, any widening, and any lane arrangement.

[0056] Reference Figure 2 The specific calculation process is as follows: Calculation of left-side base points PT_0(0) = PT_original(0) widthLPT_0(1)=PT_original(1) widthL×nPT_0(2)=PT_original(2) When the left-side width is 0, PT_0 and the reference point PT_original completely coincide, ensuring the logical consistency of the cross section.

[0057] Right-side base point calculation Wherein, PT_1b(0)=PT_original(0)+(lateralL+lanewidth+lateralR+widthR); PT_1b(1)=PT_original(1)+(lateralL+lanewidth+lateralR+widthR)×n; PT_1(0)=PT_1b(0)+laneR; PT_1(1)=PT_1b(1)+laneR×m. When the emergency parking lane width laneR=0, PT_1b and PT_1 coincide, and the system automatically simplifies the calculation process.

[0058] Calculation of maintenance access road and clearance point: Where PT_2(0) = PT_1(0), PT_2(1) = PT_1(1) + Walkwayheight; PT_YR(0)=PT_1(0)+Yuwidth, PT_YR(1)=PT_1(1); PT_5(0)=PT_2(0)+Yuwidth 250×m, PT_5(1)=PT_2(1)+250; PT_4(0)=PT_5(0)+walkwayR Yuwidth, PT_4(1)=PT_5(1); PT_3(0)=PT_4(0), PT_3(1)=PT_2(1) Calculation of left-side maintenance lane and clearance point Where, PT_13(0) = PT_0(0); PT_13(1) = PT_0(1) + Walkwayheight; PT_YL(0)=PT_13(0) Yuwidth, PT_YL(1)=PT_13(1); PT_10(0)=PT_YL(0) 250×n, PT_10(1)=PT_13(1)+250; PT_11(0)=PT_10(0) (walkwayL Yuwidth)+250×n, PT_11(1)=PT_10(1); PT_12(0)=PT_11(0), PT_12(1)=PT_13(1) The system for accurately calculating auxiliary points and deflection coordinates differentiates between two working conditions: n<0 and n≥0, based on the sign of the road cross slope n. It introduces trigonometric relationships n=tan(α) and m=tan(β), and solves the simultaneous equations for Δx and Δy offsets to obtain the coordinates of auxiliary points PT_6a, PT_7b, PT_9a, and PT_8a. Further calculations then yield the coordinates of key top boundary points such as PT_6, PT_7, PT_8, and PT9. See the appendix for details. Figures 3 to 14 .

[0059] (1) Figures 3-5 Auxiliary point PT_6a is introduced respectively; Reference Figure 4 This figure shows the large-scale calculation of auxiliary point PT_6a when n < 0, where n = -tan(α); m = -tan(β); ​​refer to Figure 5 The figure shows the large-scale calculation of auxiliary point PT_6a when n > 0, where n = tan(α); m = tan(β).

[0060] (2) Figures 6-8 This is a schematic diagram illustrating the process of calculating the coordinates of points PT_8 and PT_9. (Refer to...) Figure 6 Auxiliary point PT_9a is introduced respectively; refer to Figure 7 The modified image is used to calculate the large-scale image of auxiliary point PT_9a when n < 0, where n = -tan(α); refer to Figure 8 When n > 0, the auxiliary point PT_9a is used to calculate the large-scale map, and n = tan(α).

[0061] (3) Figures 9-11 This is a schematic diagram illustrating the process of calculating the coordinates of point PT_7b. Figure 9 Introduce auxiliary points PT_7bm / PT_7bn; refer to Figure 10 When n < 0, the auxiliary points PT_7bm / PT_7bn are used to calculate the large-scale map, where n = -tan(α); m = -tan(β); ​​refer to Figure 11 Calculate point PT_7b based on auxiliary points PT_7bm / PT_7bn, where n = -tan(α); m = -tan(β). (4) Figures 12-14 This is a schematic diagram of another process for calculating the coordinates of point PT_7b, see reference. Figure 12 Auxiliary points PT_7bm / PT_7bn are introduced respectively; refer to Figure 13 When n≥0, auxiliary points PT_7bm / PT_7bn are used to calculate the large-scale diagram, where n=tan(α); m=tan(β); ​​refer to Figure 14 Calculate point PT_7b based on auxiliary points PT_7bm / PT_7bn, where n=tan(α); m=tan(β).

[0062] For the gradual slope conditions of the transition curve, the system repeats the above calculation process for each section according to the gradient. Theoretically, it can generate an unlimited number of building clearance sections. The more sections there are, the more accurate the distance between the inner contour and the building clearance will be, and the closer the engineering quantity calculation will be to the actual value. This completely solves the technical problem that traditional manual methods cannot efficiently and accurately divide a large number of slope sections.

[0063] All coordinate calculations use double-precision floating-point operations, eliminating manual rounding, approximation, and estimation steps, ensuring coordinate values ​​are accurate to the millimeter level and meeting the high-precision design requirements of tunnel engineering.

[0064] Step 5: Automatically draw graphics and complete layer and label settings. After completing the calculation of all feature point coordinates, the system enters the automatic drawing and output stage, automatically generating complete, standardized tunnel construction clearance drawings that can be directly used for design delivery according to preset specifications, and completing tasks such as layer management, line type settings, color differentiation, and style unification.

[0065] The system automatically performs the following drawing operations: The outline is automatically generated. Following the calculated coordinate points, each feature point is connected sequentially to form a closed outline, generating the main tunnel clearance and emergency parking lane clearance in one go, without the need for separate drawing and adjustment.

[0066] Dedicated layers are automatically created. The system automatically establishes independent layers, including the main tunnel construction limit layer, the emergency parking lane construction limit layer, the maintenance road outline layer, and the excess width marking layer. Each layer is independent of the others, easy to edit, and easy to manage.

[0067] The line type and color are automatically configured, and different line types and colors are used to distinguish different functional areas. For example, the main tunnel clearance is marked with a thick solid line, the emergency parking lane clearance with a medium solid line, the maintenance lane with a dashed line, and the extra width area with a light color. This makes the drawing clear, highlights the key points, and eliminates unnecessary auxiliary lines, completely solving the problems of messy lines, confused areas, and difficulty in verification in traditional manual drawing.

[0068] It outputs in a format compatible manner, generating standard DWG / DXF format graphics that can be directly opened, edited, modified, and printed in mainstream CAD software, seamlessly integrating with the existing production environment of design institutes.

[0069] This step allows drawing work that would normally take hours or even days to be completed in seconds to a minute, with consistent style, accurate dimensions, and clear logic, significantly reducing the workload of designers and improving drawing efficiency and quality.

[0070] This embodiment has been practically applied in multiple mountainous highway tunnel projects. One of these tunnels is a two-way four-lane highway tunnel with a design speed of 80 km / h. It includes complex conditions such as long transition curve sections, widening on the left side of the curve sections, emergency stopping lanes, and unbalanced lane transition sections. Using the traditional manual drawing method, the tunnel's construction clearance would need to be divided into more than 50 sections. Manual drawing, modification, and verification would take at least 3 working days, and problems such as coordinate offsets, line type errors, non-closed dimensions, and incorrect slope settings are very likely to occur, resulting in a huge workload for later verification and modification.

[0071] Using the method described in this embodiment, designers only need to select the road grade, design speed, and number of lanes, and input a few parameters such as the left-side widening value, cross slope start and end values, number of cross sections, and emergency parking lane width. The system automatically completes the entire process—parameter verification, coordinate calculation, multi-section generation, graphic drawing, and layer settings—within 10 minutes, generating a total of 56 transition curve cross sections. All cross section dimensions are accurate, the contours are closed, the slopes are continuous, and the cross slope direction is correct, with no drawing errors or dimensional deviations. The accuracy of the inner contour and building clearance spacing verification data meets acceptance requirements, and the engineering quantity calculation results are accurate and reliable. Compared with traditional methods, this method meets the engineering needs of rapid design, multiple iterations, and high-precision delivery for large and complex tunnels.

[0072] In summary, this embodiment utilizes a standard database, automatic verification, personalized adaptation, high-precision coordinate calculation, and fully automated drawing. Figure 5The core capability enables fully automated generation and scheme optimization of the construction clearance for different types of tunnels. It completely solves a series of technical problems raised in the background technology, such as low efficiency and error-proneness of manual drawing, complex subdivision of slope of transition curves, difficulty in realizing non-standard cross-sections, insufficient accuracy of inner contour verification, and long scheme modification cycle. It significantly improves the standardization, automation and intelligence level of highway tunnel design and has extremely high engineering application value and promotion prospects.

[0073] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for automatically generating clearance gauges for different types of tunnels, characterized in that, Includes the following steps: Step (1): Establish a standard database and store the tunnel road grade, design speed, number of lanes and the width of the left maintenance lane, the width of the right maintenance lane, the left lateral width, the right lateral width, the driving lane width, and the excess width values ​​one by one. Step (2): Obtain the tunnel road grade, design speed, and number of lanes input by the user, match them with the standard database, and generate standard building clearance foundation parameters; Step (3): Receive personalized parameters input by the user, including left-side widening value, right-side widening value, emergency parking lane width, emergency parking lane cross slope value, maintenance lane height, and longitudinal design line position. Step (4): Set the three-dimensional coordinates of the reference point. Based on the basic parameters and personalized parameters, calculate the three-dimensional coordinates of each feature point of the building boundary using trigonometric functions. Step (5): Automatically draw the tunnel construction boundary graphic based on the coordinates of each feature point and complete the layer, line type and color marking.

2. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, Step (2) also includes a parameter verification step: comparing the user-input tunnel road grade, design speed, and number of lanes with the standard database specification thresholds, and automatically issuing a warning if the specifications are not met.

3. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, In step (3), the position of the building clearance superelevation rotation point and the longitudinal design line are automatically adjusted according to the left-side widening value, and non-standard width building clearance parameter input is supported.

4. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, Step (3) also supports inputting the initial value and final value of the road cross slope and the number of building clearances generated, and automatically calculates the gradient change value of the multi-slope building clearances.

5. The method for automatically generating clearance gauges for different types of tunnels according to claim 4, characterized in that, The system automatically determines the cross slope direction of the emergency parking lane based on the road's cross slope value, thus preventing road flooding.

6. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, It supports inputting the number of unbalanced lanes and automatically generates the tunnel construction clearance corresponding to the number of unbalanced lanes.

7. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, In step (4), at least four auxiliary calculation points are introduced, and the coordinates of each feature point of the building boundary after the road cross slope deflection are accurately calculated by combining trigonometric function formulas.

8. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, After inputting parameters once, the main tunnel construction clearance is automatically generated and output synchronously, and the emergency parking lane construction clearance is automatically generated based on the number of lanes.

9. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, It supports the generation of single-slope and multi-slope tunnel construction clearances, and can generate an unlimited number of construction clearance cross-sections with different slopes. It automatically generates circles of a specific radius at the outer corners of the main tunnel construction clearance and the emergency parking lane construction clearance to control the allowance between the construction clearance and the inner contour.

10. The method for automatically generating clearance gauges for different types of tunnels according to claim 1, characterized in that, The automatically drawn building clearance graphics are assigned to dedicated layers, and different line types and colors are used to distinguish the main tunnel, emergency parking lane and maintenance road area.

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